U.S. patent number 6,553,291 [Application Number 10/034,899] was granted by the patent office on 2003-04-22 for vehicle management system and method thereof.
This patent grant is currently assigned to Fuji Jukogyo Kabushiki Kaisha. Invention is credited to Fujio Matsui.
United States Patent |
6,553,291 |
Matsui |
April 22, 2003 |
Vehicle management system and method thereof
Abstract
In a vehicle management system in accordance with the present
invention, initial information of a vehicle and vehicle information
of each user's vehicle that is put on the market are
time-sequentially recorded in a database. A component of a vehicle
or the system is diagnosed based on a time-sequential change of a
learned value, and a deterioration in the performance of the
component or system is grasped based on the initial information of
the vehicle. Consequently, before an abnormality actually occurs in
a vehicle, a user is notified of the possibility of the occurrence.
This leads to improved preventive safety. Moreover, the result of
diagnosis is fed back to departments concerned and reflected on
quality control or development of a vehicle.
Inventors: |
Matsui; Fujio (Tokyo,
JP) |
Assignee: |
Fuji Jukogyo Kabushiki Kaisha
(Tokyo, JP)
|
Family
ID: |
26607191 |
Appl.
No.: |
10/034,899 |
Filed: |
December 26, 2001 |
Foreign Application Priority Data
|
|
|
|
|
Dec 28, 2000 [JP] |
|
|
2000-402677 |
Dec 28, 2000 [JP] |
|
|
2000-402678 |
|
Current U.S.
Class: |
701/31.9;
342/357.4; 370/349; 701/31.4; 701/32.1; 701/33.4; 701/36 |
Current CPC
Class: |
G01M
17/007 (20130101); G07C 5/008 (20130101); G07C
5/085 (20130101) |
Current International
Class: |
G01M
17/007 (20060101); G01M 017/00 () |
Field of
Search: |
;701/29,33,32,35,207
;342/357.09 ;370/349 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
Primary Examiner: Cuchlinski, Jr.; William A.
Assistant Examiner: Marc-Coleman; Marthe Y.
Attorney, Agent or Firm: Darby & Darby
Claims
What is claimed is:
1. A vehicle management system for controlling a physical condition
of a vehicle having a plurality of controllers for controlling
various operating conditions of said vehicle and for storing data
of said operating conditions and a central information management
center connected to various support departments that communicate
with each other, comprising: a database system included in said
central information management center for individually storing said
data; a radio communication system mounted on said vehicle for
exclusively transmitting said data from said vehicle to said
central information management center by wireless communication
means in real time; and a network system connected to said central
information management center and said support departments
respectively for predicting an abnormality in said data after
checking whether or not there is an existence of said abnormality
in a change of said data and for transmitting said abnormality
information from said vehicle to at least one of said support
departments with an accessibility thereto so as to effectively
control a physical condition of said vehicle and to improve driving
safety of said vehicle in any operating condition.
2. The vehicle management system according to claim 1, wherein said
data is at least one of learned values, input/output data, and
arithmetic data provided by said controller.
3. The vehicle management system according to claim 1, wherein a
communication circuit for performing wireless communication is
incorporated in both said wireless communication means and one of
said controllers.
4. The vehicle management system according to claim 3, wherein said
wireless communication means is a portable telephone that
communicates wirelessly with said one of said controllers.
5. A vehicle management system for controlling a physical condition
of a vehicle having a plurality of controllers for controlling
various operating conditions of said vehicle and for storing data
of said operating conditions and a central information management
center connected to various support departments that communicate
with each other, comprising: a database system included in said
central information management center for individually storing an
initial value of said data; a radio communication system mounted on
said vehicle for exclusively transmitting said data from said
vehicle to said central. information management center by wireless
communication means in real time; and a network system connected to
said central information management center and said support
departments respectively for grasping a deterioration of components
mounted on said vehicle from said data after comparing respective
data with said initial value and for transmitting said
deterioration information from said vehicle to at least one of said
support departments with an accessibility thereto so as to
effectively control a physical condition of said vehicle and to
improve driving safety of said vehicle in any operating
condition.
6. The vehicle management system according to claim 5, wherein said
data is at least one of learned values, input/output data, and
arithmetic data provided by at least one of said controllers.
7. The vehicle management system according to claim 5, wherein a
communication circuit for performing wireless communication is
incorporated in both said wireless communication means and one of
said controllers.
8. The vehicle management system according to claim 7, wherein said
wireless communication means is a portable telephone that
communicates wirelessly with said one of said controllers.
9. A vehicle management system for controlling a physical condition
of a vehicle having a plurality of controllers for controlling
various operating conditions of said vehicle and for storing data
of said operating conditions and a central information management
center connected to various support departments that communicate
with each other, comprising: a database system included in said
central information management center for individually storing an
initial value of said data; a radio communication system mounted on
said vehicle for exclusively transmitting said data from said
vehicle to said central information management center by wireless
communication means in real time; and a network system connected to
said central information management center and said support
departments respectively for re-setting an optimum value of control
constants of respective control equations in said controller from
said data after analyzing said initial value and for transmitting
said optimum value information from said vehicle to at least one of
said support departments with an accessibility thereto so as to.
effectively control a physical condition of said vehicle and to
improve driving safety of said vehicle in any operating
condition.
10. The vehicle management system according to claim 9, wherein
said data is at least one of learned values, input/output data, and
arithmetic data provided by at least one of said controllers.
11. A vehicle management system for controlling a physical
condition of a vehicle having a plurality of controllers for
controlling various operating conditions of said vehicle and for
storing data of said operating conditions and a central information
management center connected to various support departments that
communicate with each other, comprising: a database system included
in said central information management center for individually
storing said data; a radio communication system mounted on said
vehicle for exclusively transmitting said data from said vehicle to
said central information management center by wireless
communication means in real time; and a network system connected to
said central information management center and said support
departments respectively for recording an abnormality information
after checking whether or not said data is outside of a
predetermined range and for transmitting said abnormality
information from said vehicle to at least one of said support
departments having an accessibility thereto so as to effectively
control a physical condition of said vehicle and to improve driving
safety of said vehicle in any operating condition.
12. The vehicle management system according to claim 11, wherein
said data is at least one of a learned value of air-fuel ratio
offered by an engine, a learned value of ignition tuning, a learned
value of idle speed, and a learned value of a throttle opening
angle causing a throttle valve to close fully.
13. A vehicle management method for controlling a physical
condition of a vehicle having a plurality of controllers for
controlling various operating conditions of said vehicle and for
storing data of said operating conditions and a central information
management center connected to various support departments that
communicate with each other, comprising the steps of: storing said
data individually in a database system of said central information
management center by wireless communication means in real time;
checking whether or not there is an existence of an abnormality in
a change of said data; predicting said abnormality in said data;
transmitting abnormality information from said vehicle to at least
one of said support departments with an accessibility thereto; and
improving driving safety of said vehicle in any operating condition
via a network system connected to said central information
management center and said support departments respectively so as
to effectively control a physical condition of said vehicle.
14. A vehicle management method for controlling a physical
condition of a vehicle having a plurality of controllers for
controlling various operating conditions of said vehicle and for
storing data of said operating conditions and a central information
management center connected to various support departments that
communicate with each other, comprising the steps of: storing an
initial value of said data in a database system of said central
information management center individually by wireless
communication means in real time; comparing respective data with
said initial value; grasping a deterioration of components of said
vehicle from said data; transmitting deterioration information from
said vehicle to at least one of said support departments with an
accessibility thereto; and improving driving safety of said vehicle
in any operating condition via a network system connected to said
central information management center and said support departments
respectively so as to effectively control a physical condition of
said vehicle.
15. A vehicle management method for controlling a physical
condition of a vehicle having a plurality of controllers for
controlling various operating conditions of said vehicle and for
storing data of said operating conditions and a central information
management center connected to various support departments that
communicate with each other, comprising the steps of: storing an
initial value of said data in a database system of said central
information management center individually by wireless
communication means in real time; re-setting an optimum value of
control constants of respective control equations in said
controller from said data after analyzing said initial value;
transmitting optimum value information from said vehicle to at
least one of said support departments with an accessibility
thereto; and improving driving safety of said vehicle in any
operating condition via a network system connected to said central
information management center and said support departments
respectively so as to effectively control a physical condition of
said vehicle.
16. A vehicle management method for controlling a physical
condition of a vehicle having a plurality of controllers for
controlling various operating conditions of said vehicle and for
storing data of said operating conditions and a central information
management center connected to various support departments that
communicate with each other, comprising the steps of: storing said
data in a database system of said central information management
center individually by wireless communication means in real time;
checking whether or not said data is out of a predetermined range;
recording abnormality information of said data; transmitting the
abnormality information from said vehicle to at least one of said
support departments with an accessibility thereto; and improving
driving safety of said vehicle in any operating condition via a
network system connected to said central information management
center and said support departments respectively so as to
effectively control a physical condition of said vehicle.
Description
This application claims benefit of Japanese Application Nos.
2000-402677 filed on Dec. 28, 2000, 2000-402678 filed on Dec. 28,
2000, the contents of which are incorporated by this reference.
BACKGROUND OF THE INVENTION
1. Field of the Invention
The present invention relates to a vehicle management system for
managing the conditions of users' vehicles so as to assist in
avoiding occurrence of failure.
2. Description of the Related Art
In recent years, it has become a matter of common practice to
include a failure diagnosis system, which can read data from an
electronic controller mounted on a vehicle, for the purpose of
diagnosing a failure of an automobile or any other vehicles. One of
failure diagnosis systems of this type is disclosed in Japanese
Examined Patent Publication No. 7-15427 filed by the present
applicant. In the disclosed failure diagnosis system, data is
stored within an on-vehicle electronic controller, that is,
detection signals generated by sensors and switches, control
signals to be transmitted to actuators including fuel injectors,
and arithmetic data calculated within the system are stored within
the on-vehicle electronic controller. The data stored within the
on-vehicle electronic controller is read into a main apparatus of
the failure diagnosis system or an external computer, which is
connected to the main apparatus and has an expert system
implemented therein, in order to explore defective components or
causes of failure. Consequently, required repair or adjustment can
be carried out.
However, the conventional failure diagnosis system is designed on
the assumption that it is used at the time of regular inspection or
after a vehicle has actually failed. The use frequency of the
system or the site of use thereof is therefore limited.
Consequently, it is hard to grasp the time-sequential changes in
performance of the components of the vehicle occurring with the
requirements for daily actual use by a user so as to thus manage
the condition of the vehicle. There is difficulty in taking
preventive measures in case of a failure.
SUMMARY OF THE INVENTION
Accordingly, an object of the present invention is to provide a
vehicle management system for managing the conditions of users'
vehicles so as to assist in avoiding occurrence of a failure and
improving preventive safety.
Briefly, according to the present invention, there is provided a
vehicle management system in which control information provided by
a controller mounted on each vehicle is recorded in a database, and
the condition of each vehicle is diagnosed based on the recorded
control information. The result of the diagnosis is distributed to
at least one of the user of the vehicle and departments to which
the authority to access the database is granted. Before an
abnormality actually occurs in the vehicle, the user is notified of
the possibility of the occurrence. This contributes to improvement
of preventive safety. Moreover, the result of diagnosis is fed back
to departments concerned so that it will be reflected on quality
control or vehicle development.
Other features of the present invention and the advantages thereof
will be fully apparent from the description provided below.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 to FIG. 6 show a first embodiment of the present
invention;
FIG. 1 shows the overall configuration of a vehicle management
system;
FIG. 2 is an explanatory diagram showing a network of vehicles;
FIG. 3 is a flowchart describing constant term resetting;
setting;
FIG. 4 is a flowchart describing vehicle information
processing;
FIG. 5 is a flowchart describing inferential diagnosis;
FIG. 6 is a flowchart describing deterioration grasping;
FIG. 7 and FIG. 8 show a second embodiment of the present
invention;
FIG. 7 is a flowchart describing vehicle information processing;
and
FIG. 8 is a flowchart describing diagnosis based on a learned
value.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
A vehicle management system shown in FIG. 1 stores and manages
initial values of control information concerning vehicles that have
undergone an assembly line at a factory. Moreover, the vehicle
management system manages the conditions of users' vehicles, that
have been sold, around the clock, and provides users with latest
own vehicle information (conditions). In the vehicle management
system, a radiocommunication terminal 2 serving as a data
communicating means capable of communicating data (vehicle
information) provided by an on-vehicle controller to outside in
real time by radio is included in each vehicle 1 that is put on the
market. The vehicle information transmitted via the
radiocommunication terminal 2 is recorded in a database 51b in a
host computer 51a installed at a central information management
center 51, and thus managed.
A mobile wireless communication system that accommodates base
stations which are not shown or a satellite communication system
that accommodates artificial satellites which are not shown may be
utilized for data communication between each vehicle 1 and the
central information management center 51. Moreover, the mobile
wireless communication terminal 2 for transmitting vehicle
information of each vehicle 1 may be a communication terminal
connected to a controller mounted on each vehicle 1 over a harness.
Preferably, the mobile wireless communication terminal 2 is a
compact communication terminal that can be separated from each
vehicle 1 and thus used as a portable terminal that communicates
with the on-vehicle controller by wireless. In the present
embodiment, a dedicated portable telephone having a communication
circuit incorporated therein for the purpose of wireless
communication with the on-vehicle controller is adopted as the
portable communication terminal. Hereinafter, description will
proceed on the assumption that the mobile wireless communication
terminal 2 is a portable telephone. Incidentally, when a user
already owns a portable telephone, a communication terminal that is
connected to the user's portable telephone in order to transmit
data may be adopted as the mobile wireless communication terminal
2.
In the present embodiment for transmitting data concerning each
vehicle 1 to the central information management center 51 via the
portable telephone 2, if only one controller is mounted on the
vehicle 1, a communication circuit for controlling wireless
communication is incorporated in the controller. If a plurality of
controllers, for example, as shown in FIG. 2, controllers 11, 12,
13, 14, 15, etc. are mounted on each vehicle 1, the controllers 11,
12, 13, 14, 15, etc. are preferably interconnected over a network
10. Thus, control information should be unified. A communication
circuit 11a for controlling wireless communication is incorporated
in a predetermined controller connected over the network 10, for
example, the controller 11. The network 10 is a network dedicated
to the vehicle and suitable for real-time control. Moreover, a
communication method based on the Bluetooth Standard that
stipulates the rules for near-distance wireless communication or
any other communication method can be adopted as wireless
communication method to be implemented in wireless communication
with the on-vehicle controller.
The communication circuit 11a incorporated in the controller on
each vehicle 1 enables wireless communication with the user's
dedicated portable telephone 2. Moreover, as described later, the
communication circuit 11a enables wireless communication with an
inspection tool that performs the inspection of a line end of the
assembly line at the factory or a service tool installed at service
stations of dealers or the like. Moreover, each of the controllers
11, 12, 13, 14, 15, etc. mounted on each vehicle 1 includes
firmware whose various constant terms, that is, various learned
values and various control constants can be rewritten in response
to a command issued from the inspection tool that performs the
inspection of the line end. The various constant terms are
preserved even when the power supply of each controller is turned
off.
By the way, the central information management center 51 is, as
shown in FIG. 1, connected over a dedicated network 50 to a
plurality of departments, such as, a development department 52, a
software development environment department 53, a sales/service
department 54, and an inspection/quality assurance department 55.
Moreover, the central information management center 51 is connected
to an inspection tool 56b that inspects each vehicle 1 on a chassis
dynamometer 56a as a line end 56 of the assembly line at the
factory. The inspection tool 56b has a communication adapter (not
shown) via which the inspection tool communicates with the
communication circuit 11a incorporated in the controller on each
vehicle 1 by wireless.
Moreover, networks 60, 70, etc. dedicated to local dealers are
connected to the dedicated network 50. Service tools 61, 71, etc.
and sales tools 62, 72, etc. are interconnected over the networks
60, 70, etc, respectively. This results in the vehicle management
system enabling actual diagnosis or repair of each vehicle 1 to be
performed using the service tools and sales tools according to
management information stored in the central information management
center 51. Furthermore, the dedicated networks 50, 60, 70, etc. are
interconnected over the Internet 80 that is a general public
network. Consequently, information can be provided for each user
via the portable telephone 2 or a user's personal computer 3.
In the aforesaid vehicle management system, the inspection tool 56b
is used to perform inspection as the line end 56 of the assembly
line at the factory for the purpose of storing initial values
(initial information) of control information concerning vehicles.
The stored initial vehicle information is analyzed in order to
obtain optimal learned values or optimal constants. The optimal
learned values or optimal constants are set in the controller on
each vehicle. Finally, vehicles are delivered. After the vehicles
are put on the market, vehicle information acquired every time a
user gains access is appended to the stored initial information. In
this case, as long as each user's own vehicle 1 is in operation,
the user can transmit own vehicle information to the central
information management center 51 by wireless communication any time
irrespective of whether the vehicle is stopped or traveling.
Specifically, when a user wants to learn the state of his/her own
vehicle 1, the user uses the portable telephone 2 dedicated to the
vehicle 1 to transmit vehicle information to the central
information management center 51. Thus, the user can acquire
information concerning the condition of the vehicle, such as, the
maintained state of his/her own vehicle or the presence or absence
of troubles. In particular, when a vehicle is traveling, data can
be transmitted in real time through mobile wireless communication.
The cause of troubles that manifest only during traveling, an
abnormality that can be hardly reproduced, or any other failure
whose cause is conventionally hardly found out quickly can be
promptly searched and coped with accordingly.
In order to transmit vehicle information of his/her own vehicle 1
to the central information management center 51, a user uses the
portable telephone 2 dedicated to the vehicle 1, and enters a
specific number that is pre-set for the portable telephone 2.
Consequently, the controller 11 on the vehicle 1 autonomously
stands by in preparation for wireless communication, and calls the
central information management center 51. When a link between the
portable telephone 2 and central information management center 51
is established, the communication circuit 11a incorporated in the
controller 11 appends a vehicle number to data provided by the
controllers interconnected over the network 10 within the vehicle
1. The resultant data is transferred to the portable telephone 2.
The user's identification code or the like is also appended to the
data. Finally, the resultant data is transmitted to the central
information management center 51 through the portable telephone
2.
The initial information of each vehicle and the information
acquired after the vehicle is put on the market (each user's
vehicle information) are recorded in the database 51b in the
central information management center 51. The information is
distributed to the departments, to which the authority to access
the database 51b is granted, over the network 50. Thus, the
condition of each vehicle is managed and various kinds of services
are provided for each user.
Specifically, a department concerned acquires the operating
frequencies of the components of each user's vehicle, assesses a
control algorithm, diagnoses the condition of each vehicle in real
time, copes with troubles in real time, infers troubles by grasping
a time-sequential change of each component or a change of a learned
value concerning each component for the purpose of inferential
diagnosis, or diagnoses troubles that can hardly be reproduced.
Moreover, a department concerned improves the control algorithm or
acquires information required to develop a novel product. As part
of user services, a department concerned recommends each user to
have his/her vehicle diagnosed before the vehicle has to be brought
to a service station, or recommends each user to bring his/her
vehicle to a service station for regular inspection or the like. In
practice, a department concerned distributes information to dealers
or the like and instructs the dealers to perform inspection or
diagnosis using the service tool 61. Furthermore, a department
concerned assesses the absolute level of the quality of each
component among all products put on the market, acquires raw
statistical data in real time, or assesses the relative level of
the quality of each component relative to equivalent products
manufactured by competitive manufacturers. The results of
assessment are fed back to the departments.
Information including the result of data analysis or diagnosis
performed on each user's vehicle is time-sequentially stored as
history information concerning each user at the central information
management center 51. The information is provided for each user via
a home page on the Internet 80 or directly through the portable
telephone 2.
Specifically, each user accesses a home page concerned by
connecting his/her own personal computer 3 onto the Internet 80.
Otherwise, the user uses the portable telephone 2 to directly
access the central information management center 51. The user then
enters his/her own identification number, name, and password, etc.
that are registered in advance, and can thus read his/her own
vehicle information. A user who has been registered as an
authorized user may access the host computer 51a at the central
information management center 51 using his/her personal computer 3.
In this case, the access to be gained by the user is limited in
consideration of security. The user is permitted to read only
general information such as the result of diagnosis performed on
his/her own vehicle.
Next, optimal constant term re-setting, inferential diagnosis, and
deterioration grasping will be described in conjunction with the
flowcharts of FIG. 3 to FIG. 6. The optimal constant term
re-setting re-sets a learned value or control constant, which the
on-vehicle controller calculates based on initial information of
the vehicle, to an optimal value. The inferential diagnosis
diagnoses the condition of the vehicle, which has been put on the
market or sold, through inference.
Referring to FIG. 3, initial information concerning the vehicle is
acquired using the inspection tool 56b that performs inspection as
the line end 56 of the assembly line for vehicles. Various learned
values or control constants calculated by the controller are re-set
to optimal values. According to the present embodiment, the host
computer 51a at the central information management center 51
executes this processing when accessed by the inspection tool 56b
that performs inspection as the line end 56.
Referring to FIG. 3, first, at step S1, the host computer 51a reads
together with a vehicle number, various learned values data and
various control data (arithmetic data) concerning the vehicle. The
learned values data and control data are transmitted from the
on-vehicle controller to the inspection tool 56b by wireless during
line end inspection. The host computer 51a records the learned
values and control data as initial vehicle information in
association with a vehicle model or type in the database 51b.
Control is then passed to step S2. The host computer 51a then
analyzes the recorded initial vehicle information to calculate
optimal constant terms containing optimal learned values and
optimal constants.
To be more specific, constant terms that define control in
compliance with the design specifications for a vehicle model or
type are set as so-called tentative constant terms in the
controller on each vehicle completed through the assembly line. The
set control constants are not always optimally matched the actual
properties of the components of the vehicle. Besides, a learned
value obtained during test driving performed as the line end 56 may
exceed an optimal range. In this case, differences in the
properties of products of components actually included in vehicles
from a reference property are not distributed at random within a
permissible range determined based on the design specifications for
the vehicle model or type. The distribution of differences in the
properties of products of components belonging to the same lot
usually has a certain tendency. Therefore, recorded initial
information that is set in common for the same vehicle model or
type is analyzed in order to grasp the property of components
included in the same vehicle model or type. Thus, the learned value
and control constant concerning the component is re-set to an ideal
value.
Thereafter, control is passed to step S3. The host computer 51a
sets optimal constant terms, transmits them to an accessing entity,
and terminates this routine. During the inspection of the line end
56, the inspection tool 56b receives the optimal constant terms and
a rewrite instruction that are transmitted from the host computer
51a at the central information management center 51. The received
optimal constant terms and instruction are transferred to the
vehicle concerned by wireless.
Consequently, the controller rewrites the constant terms contained
in various control programs into optimal constant terms. Thus,
immediately after a vehicle is delivered, the controllability of
the vehicle can be improved. Moreover, the probability of
occurrence of troubles after the vehicle is put on the market can
be reduced and the preventive safety of the vehicle can be
improved. In this case, acquisition of initial vehicle information
during line end inspection is achieved through wireless
communication. Data can therefore be acquired readily. Eventually,
the initial vehicle information can be stored without decrease in
productivity.
Moreover, a computer in which a system for re-setting constant
terms into optimal constant terms, that is, resetting initial
values is installed is not limited to a computer at the central
information management center 51. That is, the system may be
installed in a computer at any department involved, to which the
authority to access the database 51b is granted, such as the line
end 56 of the assembly line, the development department 52, the
software development environment department 53, the sales/service
department 54, the inspection/quality assurance department 55 or
the like.
Next, processing of vehicle information concerning the vehicle that
has been delivered from the factory will be described in
conjunction with the flowchart of FIG. 4. FIG. 4 shows processing
that is executed by the host computer 51a when the central
information management center 51 is accessed by the portable
telephone 2 or personal computer 3 of a registered user, or a
computer at any department involved in the vehicle management
system (a computer to which the authority to access the database
51b is granted). In the processing, at the first step S10, the host
computer 51a checks if vehicle information is being received with
access gained by the user's portable telephone 2. Moreover, the
host computer 51a checks if a request for data of an own vehicle is
being received with access gained by the user's personal computer
3, or a request for data is being received with access gained by a
computer at any department involved in the vehicle management
system. If no data is received, the routine is escaped. If data is
being received, control is passed to step S11. The host computer
51a processes data. At step S12, the data is recorded in the
database 51b.
For example, assume that the host computer 51a receives vehicle
information while being accessed by the user's portable telephone
2. A vehicle model, control requirements (mileage and conditions
for traveling), numerical data, and data type (whether data is
input/output data of the on-vehicle controller, control data
(arithmetic data), a learned value data, or self-diagnosis data
that is provided by the on-vehicle controller) are retrieved in
association with vehicle number and user identification code. These
data items are then manipulated depending on devices or components
such as sensors or actuators whose performance is to be inspected.
The resultant data items are time-sequentially recorded in the
database 51b in association with the vehicle number and user
identification code. Moreover, the host computer 51a may be
accessed by the user's personal computer 3 and requested to
transfer data of the user's own vehicle. Otherwise, the host
computer 51a may be accessed by a computer at any department
involved in the vehicle management system and requested to transfer
data of the user's vehicle. In this case, the host computer 51a
records the requesting entity and the contents of the request as
data request history in the database 51b.
Control is then passed to step S13. Inferential diagnosis described
in FIG. 5 is then executed in order to diagnose defects through
inference based on the time-passing change of the learned value. At
step S14, deterioration grasping described in FIG. 6 is executed in
order to grasp a deterioration in the performance of the components
or the system using the initial information of the vehicle. If a
request for recorded vehicle information is received, the
inferential diagnosis of step S13 and the deterioration grasping of
step S14 are skipped.
Thereafter, control is passed to step S15. The host computer 51a
transmits data. For example, when the host computer 51a is accessed
by the user's portable telephone 2, the host computer 51a transmits
display data, the result of self-diagnosis, and the result of
deterioration grasping which are presented on the display of the
portable telephone 2. Otherwise, the host computer 51a may be
accessed by the user's personal computer 3 and requested to
transmit data of the user's own vehicle, or by a computer at any
department involved in the system and requested to transmit data of
the user's vehicle. In this case, the host computer 51a transmits
the requested data. At step S16, it is checked if communication is
completed. If communication is not completed, control is returned
to step S10. The aforesaid processing is continued. If the
communication is completed, this routine is terminated.
Next, a description will be made of the inferential diagnosis of
step S13 and the deterioration grasping of step S14. In the
inferential diagnosis described in FIG. 5, first, at step S20, the
host computer 51a reads each learned value concerning the vehicle,
which is recorded time-sequentially in association with the vehicle
number and user identification code, from the database 51b. At step
S21, an abnormality is inferred from the time-sequential change of
the learned value. At step S22, the result of inferential diagnosis
is recorded as history data of the vehicle, which is identified
with the vehicle number and user identification code, in the
database 51b. Moreover, the result of inferential diagnosis is set
so that it can be transmitted to an accessing entity. The routine
is then escaped.
For example, a learned value of air-fuel ratio offered by an engine
is difference of air-fuel ratio detected by air-fuel sensor for
feedback control from a reference air-fuel ratio. The learned value
is reflected on control of the air-fuel ratio. If the
time-sequential change of the learned value of air-fuel ratio is
abnormally large, or if the learned value remains unchanged, it is
inferred that air-fuel control system functions improperly and that
a defect may occur in the near future. Likewise, an abnormality in
ignition timing control system is inferred from the time-sequential
change of the learned value of ignition timing for the engine. An
abnormality in idle speed control (ISC) system including an ISC
valve is inferred from the time-sequential change of the learned
value of idle speed.
In other words, before an abnormality occurs actually, the user is
notified of the possibility of the occurrence. This leads to
improved preventive safety. Moreover, if the result of inferential
diagnosis is transmitted to a service station of dealers or the
like, it would be utilized in procuring required parts or
recommending the user to bring his/her vehicle to the service
station. Furthermore, the use state of each vehicle, the use
frequency thereof, and the use situation thereof can be grasped
based on vehicle information sent from users. Besides, the acquired
data may be secondarily manipulated or the result of inferential
diagnosis may be fed back to departments concerned. Thus, the
result of inferential diagnosis can be reflected on quality control
or development of an unprecedented vehicle.
Moreover, inferential diagnosis based on the time-sequential change
of the learned value has been described. Alternatively, the
time-sequential change of input/output data or control (arithmetic)
data provided by the on-vehicle controller may be recorded with
predetermined requirements satisfied. An abnormality in sensors or
switches concerned, in actuators concerned, or in a control system
concerned may be inferred from the recorded data.
In the deterioration grasping described in FIG. 6, first, at step
S30, the host computer 51a reads initial vehicle information
(learned values data and various control data), which is acquired
during line end inspection, in association with the vehicle number
from the database 51b. At step S31, each initial learned value
contained in the initial information is compared with the learned
value sent from the user. At step S32, the deterioration is grasped
based on the result of the comparison. Control is then passed to
step S33. The result of deterioration grasping is recorded as
history data of the vehicle, which is identified with the vehicle
number and user identification code, in the database 51b. Moreover,
other learned values each implying deterioration are set in
preparation for transmission to an accessing entity. This routine
is then escaped.
In other words, the larger the difference between the learned value
contained in initial information and a current learned value is,
the larger the degree of the progress of the deterioration
occurring in the user's vehicle is. Consequently, the progress of
deterioration in the performance of components such as sensors or
actuators or of the system can be grasped by checking the
time-sequential change of the learned value occurring by a certain
time of access gained by the user on a certain date of the access
since the learned value is first acquired during line end
inspection. Otherwise, the progress of a deterioration in the
performance of components can be grasped by checking the change of
the learned value of mileage the vehicle travels from its initial
state.
Consequently, a deterioration in the performance of the vehicle can
be grasped while the vehicle is actually in operation. Prior to
occurrence of troubles, the user is notified of the possibility of
the occurrence. This leads to improved preventive safety. Moreover,
if data implying deterioration is transmitted to service stations
of dealers or the like, the data would be utilized in procuring
required parts or recommending the user to bring his/her vehicle to
the service station. Moreover, when the data implying deterioration
is analyzed and fed back for the purpose of quality control, the
tendency to excess sophistication in quality of product can be
resolved and the costs of manufacturing can be reduced. Moreover,
the data implying deterioration can be utilized in tuning the
vehicle, re-setting the optimal constant terms, and developing an
unprecedented vehicle.
Moreover, deterioration has been described to be grasped using the
learned value. Alternatively, initial information of input/output
data or control (arithmetic) data provided by the on-vehicle
controller under predetermined requirements satisfied may be
compared with corresponding data sent from the user, whereby
deterioration may be judged.
According to the first embodiment, the condition of each user's
vehicle can be managed and occurrence of abnormality can be
inferred. This leads to improved preventive safety.
Next, a second embodiment of the present invention will be
described below. The second embodiment is identical to the vehicle
management system of the first embodiment except that when the
learned value concerning each user's vehicle falls outside a normal
range, abnormality is diagnosed.
Specifically, according to the second embodiment, when the host
computer 51a at the central information management center 51 is
accessed by the portable telephone 2 or personal computer 3 of the
registered user or by a computer at any department involved in the
vehicle management system (a computer to which the authority to
access the database 51b is granted), the host computer 51a executes
vehicle information processing described in FIG. 7.
In the vehicle information processing, first, at step S40, the host
computer 51a checks if initial vehicle information is being
received with access gained by the inspection tool 56b that
performs inspection as the line end 56 of the assembly line.
Otherwise, the host computer 51a checks if vehicle information is
being received with access gained by the portable telephone 2 of
user. Otherwise, the host computer 51a checks if a request for own
vehicle data is being received with access gained by the personal
computer 3 of user. Otherwise, the host computer 51a checks if a
request for data is being received with access gained by a computer
at any department involved in the vehicle management system. If no
data is received, this routine is escaped. If data is being
received, control is passed to step S41. The host computer 51a
processes the data. At step S42, the data is recorded in the
database 51b.
For example, assume that initial vehicle information is received
with access gained by the inspection tool 56b which performs the
inspection of the line end 56 of the assembly line or that vehicle
information is received with access gained by the portable
telephone 2 of user. In this case, vehicle model, control
requirements (mileage and conditions for traveling), numerical
data, and data type (whether data is input/output data, control
(arithmetic) data, learned value, self-diagnosis data, or the like
that is provided by the on-vehicle controller) are retrieved in
association with the vehicle number and user identification code
(needless to say, if a vehicle concerned has not been sold, no user
identification code is assigned). These data items are then
manipulated depending on devices or components such as sensors or
actuators whose performance is to be inspected. The resultant data
items are time-sequentially recorded in the database 51b in
association with the vehicle number and user identification code.
Moreover, assume that a request for data of the user's own vehicle
is received with access gained by the user's personal computer 3,
or that a request for data of the user's vehicle is received with
access gained by a computer at any department involved in the
vehicle management system. In this case, the requesting entity and
the contents of the request are recorded as data request history in
the database 51b.
Control is then passed to step S43. Diagnosis based on the learned
value described in FIG. 8 is executed. When a request for recorded
vehicle information is received, the diagnosis based on the learned
value is skipped. Thereafter, control is passed to step S44. The
host computer 51a transmits requested data. For example, when the
host computer 51a is accessed by the user's portable telephone 2,
the host computer 51a transmits display data and the result of
diagnosis based on the learned value which are presented on the
display of the portable telephone 2. Otherwise, assume that request
for data of the user's own vehicle is received with access gained
by the user's personal computer 3, or that request for data of the
user's vehicle is received with access gained by a computer at any
department involved in the vehicle management system. In this case,
the host computer 51a transmits the requested data. The host
computer 51a checks at step S45 if communication is completed. If
communication is not completed, control is returned to step S40.
The foregoing processing is continued. If the communication is
completed, the routine is terminated.
Next, diagnosis based on the learned value which is executed at
step S43 will be described below. In the diagnosis based on the
learned value described in FIG. 8, the host computer 51a first
reads each learned value data K concerning a vehicle, which is
recorded in association with the vehicle number and user
identification code, from the database 51b. The host computer 51a
then checks if each learned value K falls within a normal range
from upper limit KMAX to lower limit KMIN. The upper and lower
limits are predefined in order to judge an abnormality from the
learned value.
The upper limit KMAX and lower limit KMIN define a range of learned
values indicating that control system functions properly. The
proper range of learned values is determined based on a value
obtained through simulation or experimentally or the like in
consideration of the properties of the control system concerned and
its peripheral sensors or actuators which are employed in the
vehicle model or type, and the value obtained by analyzing
information acquired actually in the vehicle and recorded in the
database 51b.
To be more specific, at step S50, each learned value K is compared
with the upper limit KMAX. If K.ltoreq.KMAX, the learned value K is
compared with the lower limit KMIN at step S51. If it is found at
step S50 and step S51 that KMIN.ltoreq.K.ltoreq.KMAX and that the
learned value K falls within the normal range, control is passed to
step S52. The control system relevant to the learned value K is
diagnosed to be normal.
In contrast, if it is found at step S50 that K>KMAX or it is
found at step S51 that K<KMIN and that the learned value K falls
outside the normal range, control is passed to step S53. The
control system relevant to the learned value K is diagnosed to be
abnormal. At step S54, the result of the diagnosis based on the
learned value is recorded as history data of the vehicle in
association with the vehicle number and user identification code in
the database 51b. Moreover, the result of the diagnosis is set for
preparation of transmission to an accessing entity. The routine is
then escaped.
For example, the learned value of air-fuel ratio offered by an
engine is difference of air-fuel ratio, which is detected by
air-fuel sensor for the purpose of feedback control, from the
reference air-fuel ratio. The learned value is reflected on control
of the air-fuel ratio. If the learned value of the air-fuel ratio
falls outside a normal range, air-fuel control system controls the
air-fuel ratio abnormally. A defect may occur in the near future.
Likewise, if the learned value of ignition timing falls outside a
normal range, ignition timing control system is diagnosed to be
abnormal. If the learned value of idle speed falls outside a normal
range, occurrence of abnormality in idle speed control (ISC) system
including the ISC valve is inferred. Furthermore, assume that a
vehicle installs electronically controlled throttle device and
control system learns the fully closed position of the throttle
value with the throttle opening angle. In this case, if the learned
value of the throttle opening angle causing the throttle valve to
close fully falls outside a normal range, a throttle angle sensor
or the electronic throttle control system is diagnosed to be
abnormal.
Before failure occurs actually, user is notified of the possibility
of the occurrence. Thus, the occurrence of failure can be avoided
and preventive safety can be improved. Moreover, if the result of
diagnosis is transmitted to the service stations of dealers or the
like, the result of diagnosis would be utilized in procuring
required parts or recommending the user to bring his/her vehicle to
the service station. Furthermore, the use state of each vehicle,
the use frequency thereof, or the use situation thereof can be
grasped based on vehicle information sent from the user. When
obtained data is secondarily manipulated or the result of diagnosis
is fed back to departments concerned, the result of diagnosis can
be reflected on quality control or development of the unprecedented
vehicles.
A computer in which the aforesaid diagnosis based on the learned
value is implemented is not limited to the computer at the central
information management center 51. Alternatively, the diagnosis
based on the learned value may be implemented in a computer used to
perform the inspection of the line end 56 of the assembly line or a
computer at any department concerned to which the authority to
access the database 51b is granted. Herein, the department may be
the development department 52, software development environment
department 53, sales/service department 54, inspection/quality
assurance department 55 or the like.
As described so far, according to the second embodiment, the
condition of each user's vehicle can be managed, occurrence of
failure can be avoided, and preventive safety can be improved.
In the present invention, it is apparent that a wide range of
different embodiments can be constructed based on the invention
without a departure from the spirit or scope of the invention. The
present invention will be limited to the appended claims but not
restricted to any specific embodiment.
* * * * *